445", TFS 245, Fast 102, direct port, 4L60E = 605/550 N/A
12-24-2014, 08:13 AM
#24
Technical question, with the 4.100" crank was extra material added to the piston crown to be able to handle the nitrous? Usually you have to mill the block for Wiseco pistons if you use the 4.100" crank. If you use the 4.125" crank to raise the piston to .000" deck then there isn't enough crown to run much over a 150 shot. Was this issue addressed in this motor or is it just a myth that the 4.100" - 4.125" stroke pistons won't handle a big shot?
12-24-2014, 05:47 PM
#26
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I can tell this is one of those hush hush details thread/build.
12-24-2014, 05:56 PM
#27
I would say it is SD considering the Cable driven TB and 4l60 trans. I am guessing 4th Gen Camaro or 04' GTO. Everything after those would be DBW. So, if I am correct on the car they only had a 75 mm TB and doing a 90 mm conversion or LS7 MAF card wouldn't be worth it.
12-24-2014, 09:03 PM
#28
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Pray- I have the same question as you about the longer strokes and nitrous use.....I've even seen Vengance build some longer than 4" stroke stock block engines and spray 200-300 on them.
I'm sure sticking with the 4" stroke is better for nitrous use in a stock deck block....but some people can spray a stock piston with that amount and not hurt it....seems like if you are careful with the tune then a forged piston in this case even with the higher pin location can hold up..... obviously its working in this engine.
But I wished someone with experience would chime in and let us know...Lol
I'm sure sticking with the 4" stroke is better for nitrous use in a stock deck block....but some people can spray a stock piston with that amount and not hurt it....seems like if you are careful with the tune then a forged piston in this case even with the higher pin location can hold up..... obviously its working in this engine.
But I wished someone with experience would chime in and let us know...Lol
12-24-2014, 09:19 PM
#29
Pray- I have the same question as you about the longer strokes and nitrous use.....I've even seen Vengance build some longer than 4" stroke stock block engines and spray 200-300 on them.
I'm sure sticking with the 4" stroke is better for nitrous use in a stock deck block....but some people can spray a stock piston with that amount and not hurt it....seems like if you are careful with the tune then a forged piston in this case even with the higher pin location can hold up..... obviously its working in this engine.
But I wished someone with experience would chime in and let us know...Lol
I'm sure sticking with the 4" stroke is better for nitrous use in a stock deck block....but some people can spray a stock piston with that amount and not hurt it....seems like if you are careful with the tune then a forged piston in this case even with the higher pin location can hold up..... obviously its working in this engine.
But I wished someone with experience would chime in and let us know...Lol
12-25-2014, 03:20 PM
#30
First off, when are you going to call me? Second, I don't think you have anything to worry about when it comes to your nitrous tuning skills. I have no bigger dream than a 4.185" x 4.00" stroke solid roller motor in any LSX platform I happen to own at the time. But I am very curious about the bore to stroke ratio and nitrous use since I hate not having the fastest of what ever platform I happen to be driving at the time. So the plan for the V1 CTS-V for the moment is a 427/429 LS3 with a 250shot. We have a pretty good nitrous guy at the shop and I plan on tapping your brain as well. I know I can build a N/A motor and can make well over 600rw N/A on motor but with the extra stroke and thin piston crown I have to go with what Brian Nutter suggests for his pistons and not go over a 150 shot on his 6.125" x 4.125" pistons. 850rw on the bottle is the only way I can make this pig competitive from a roll. I don't plan on digging this thing with the glass rear end GM decided to put into the V1 V's. Unfortunately I don't do this every day like some guys do so I can't answer my own questions. Fortunately we have amazing sponsors and very technically savy people on here that do. So PLEASE, Martin, Brian, someone, give us the info we need. Inquiring minds want to know.
12-25-2014, 04:31 PM
#32
ahh i see, i'm treading on thin ice right now lol, i'm trying to decide if i can go with a texas speed or lingenfelter maf for my custom 4" intake... i decided to do it after all lol... texas speed comes with a screen so i'm leaning towards that one... in a perfect world with my restriction being 10 kpa if i reduce it to 1 i could get a 45rwhp gain which would put me in line with what Martin thought when he helped me with the cam
12-25-2014, 04:36 PM
#33
ahh i see, i'm treading on thin ice right now lol, i'm trying to decide if i can go with a texas speed or lingenfelter maf for my custom 4" intake... i decided to do it after all lol... texas speed comes with a screen so i'm leaning towards that one... in a perfect world with my restriction being 10 kpa if i reduce it to 1 i could get a 45rwhp gain which would put me in line with what Martin thought when he helped me with the cam
PM me so we don't hijack this thread.
12-25-2014, 07:55 PM
#34
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Why are you guys wasting your time and $ on a MAF
Large cams will not read right anyway due to reversion. You are WAY better of speed density IMO. Unlimited air intake design then. No limit to nice straight pieces of pipe for MAF's to sit in the middle of etc.
Large cams will not read right anyway due to reversion. You are WAY better of speed density IMO. Unlimited air intake design then. No limit to nice straight pieces of pipe for MAF's to sit in the middle of etc.
12-25-2014, 08:37 PM
#35
There are a bunch of benefits to running a MAF on a DD. With today's MAFs and ECU's there really isn't a good reason to go SD any more. Some ECU's almost have to have the MAF to run correctly depending on the transmission and how good your tuner is at getting all the dynamics tables correct.
12-26-2014, 07:29 PM
#36
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Its all tunable dude.
Not sure what the benefits are over a proper SD tune except that it will adjust better to future changes to the engine (wear, damage, part changes etc)
Not sure what the benefits are over a proper SD tune except that it will adjust better to future changes to the engine (wear, damage, part changes etc)
12-26-2014, 08:08 PM
#37
Weather is one. IAT fueling is another. Things that can be taken care of in a SD tune or with a COS depending on year. Humidity is one thing that is hard to compensated for with the MAP sensor. But to each his own.
12-26-2014, 08:21 PM
#38
Also isnt the reason alot of people go speed density is because its a little less time intensive vs the hybrid system gm uses on big cam motors... But if you have a tuner that knows how to set up all the right tables and put the time into it(mine has spent days on my tune and gotten it almost perfect) it will run stronger and more consistent in alot of different conditions vs just the one its tuned SD for? Unless i'm missing something and somehow SD makes more power vs maf tune even if both are done perfectly? just don't see how that is, but i'm no tuner by any means
12-30-2014, 02:56 AM
#39
I'm thinking speed density. Reason's: I'm in Florida. Therefore no change in altitude. little change in temp(apr 30* swing) and use of any induction setup. Does this make sense? Also there are other pistons besides Wesco. pistons that run right to 0 deck for 4.1 stroke. There are members here running tons of nitrios 4.1. They run with 4l80e and spools though.
12-30-2014, 05:19 AM
#40
TECH Veteran
I'm pretty convince now about letting R.E.D sleeving a block for me.